Double acting diesel engine



March 12, 1940. TQRJUSSEN 2,193,576

DOUBLE ACTING DIESEL ENGINE Filed May 9, 1939 2 Sheets-Sheet 1 1W I Fwy? IN VENTOR Kar/ Twy'ussen BY v A TTORNE y March 12, 1940. K T R US EN' 2,193,576

DOUBLE ACTING DIESEL ENGINE Filed May 9, 1939 2 Sheets-Sheet 2 A TTORNE Y Patented Mar. 12, 1940 i i I UNITED STATES PATENT OFFICE DOUBLE ACTING DIESEL ENGINE Karl Torjussen, Brooklyn, N. Y.

Application May 9, 1939, Serial No. 272,546

4 Claims. (01. 123-61) My invention relates to improvements in double lower cylinder l2 there are two spacer elements acting Diesel engines and particularly in the l4 and 15, see Fig. 3. The entire cylinder struccylinder, piston and connecting rod arrangement ture is mounted upon the cast frames l6 and ll, of the same as well as in the scavenging system one cylinder unit having one such frame on each providing scavenging air automatically without side. The upper cylinders have ears l8 and the 5 any separate air pump. lower cylinders have similar ears l9 through An important object of my invention is to prowhich bolts Ha extend from the frames l6 and I1 vide a compact prime mover of minimum weight upwards through holes in l5 and IB. By tightenwhich can be used in air planes, busses, etc. lug nuts 20 the entire cylinder structure is 10 Another object of my invention is to provide a clamped together tightly and at the same time 10 Diesel engine without a scavenging pump and fastened to the frame. Suitable gaskets are, of having a minimum number of moving parts, thus course, placed between the cylinders Ill and I2 insuring troublefree operation. and the spacers l4 and I5. The frames 16 and A further object of my invention is to provide II are mounted upon the bases 2| and 22 and the a special piston construction and piston rod and crankcase 23 is closed by covers 24. 15

connecting rod arrangements which will run cool The cooling water enters the lower cylinder at and give maximum efliciency and be safe in op- 25 goes through the openings 26, 21,28 and 29 in eration and easy to take apart and overall. the cooling jacket, see Fig. 3, and leaves the top Another object of the invention is to provide cylinder through opening 30. The top cylinder an air intake valve of special construction which also has a thermometer well 3|, release valve 32 20 is automatically p t d by the pressure of the and starting air inlet at 33. The cylinder heads scavenging thus eliminating the custom y have fuel injection connections through openings valves and valve operating mechanisms such as 34 and 35. cam shafts, rods, springs. The upper cylinder (III) has a piston 36 and the Other objects and advantages of the invention lower cylinder (l2) has a. piston 31 both of which 25 I will be apparent during the course of the followar working-on a common piston rod 38. This ing descriptionpiston rod 38 is preferably made with a cross head In the ac p y drawings, forming a P or hub 39in the middle between the two pistons f this pecifi o and in which like a s 36 and 31L The cross head 39 has a transverse e employed to designate like ts rou hou shaft or pin 40 the ends of which are journalled 30 t same, V in the bearings 4i and 42 of the two connecting Figure l is a transverse, vertical sectional eled 43 and 44. The lower ends 45 and 46 of vation through the centre of a cylinder, the connecting rods 43 and 44 are fastened to the Figure 2 is a side elevation of a cylinder unit str t r 41 whi h forms the lower bearing 48 35 and a longitudinal vertical section through and joins 43 d 44 rigidly into one connecting other cylinder unit, e rod acting upon crank 49 of the crank shaft 50 Figure 3 is a horizontal section along line 3 with crank shaft bearings 5| and 52. The ends in Figure 1, of piston rod 38 have a cross pin 53 which is Figure 4 is a section along line 4-4 in Fig. 3, fastened t th piston by two clamps 54 and four 40 Y Figure 5 is an enlarged section along line 5-5 bolts 55 o t sides of pin 53 ar openings 40 in Fig. 3, v 56 leading to the inner recess 51 whereby air Figure 6 is a plan view of a special cylinder enmay enter same to ool the piston, see Fig. 8. closure, The lower end of cylinder Ill and the upper Figure 7 is a s t n u h said cylinder end end of cylinder I! are closed by conical covers 45 closure, and 58 and 59 which are split to facilitate mounting. 45

, Figure 8 is a cross section of Diston from These covers" and 59 fit into recesses in the beloW- cylinder walls and have stufflng boxes 60 sur- In the drawings, wherein fo the P p of rounding the hole 6| through which the piston illustration, is shown a preferred embodiment of rod 33 goes, See Figures 6 and '1 50 my inven h nu e designates the W The upper cylinder has exhaust ports 62 which inder he of the pp c lin see Figs- 1 and connect through pipe 63 to the main exhaust 64. The upper cylinder consists of one casting The lower cylinder hassimilar exhaust ports 65 tending down to line H. A similar cylinder block whi h onn t, through pipe 66 t th main I2 forms the lower cylinder and extends up, to haust 64. The scavenging air is taken in through line l3. Between the upper cylinder l0 and the opening 61 of valve housing 68, see Figures 3, 4 55 Hand 12 may slide freely. The valve plates H and I2 are connected by a plurality of rods 13 and have shafts l4 and I5 at either end. These shafts l4 and I5 slide in bearing 16 and 11 in the elbows I8 and 79. Between the valve plates H and I2 and the bearings 16 and I! are springs 88 and at the end of the stroke of shafts l4 and are flexible stops 8| adjustable through bolt 82.

The elbow 18 connects with channel 83 leading upward to the ports 84. below the piston 38 in the the upper cylinder.

upper cylinder, and elbow 18 connects with channel leading downward to ports 86 above the piston 31 in the lower cylinder, see Figures 1, 2 and 3. Other similar channels leads from ports 81t0 the scavenging ports 88 in the upper cylinder, as shown in Fig. 1, and similar channels lead to similar ports in the lower cylinder.

The operation of my invention is similar to that of a two-cycle, double acting Diesel engine except in certain important particulars. The difference is mainly to be found in the scavenging system and in the general construction of a doubleacting engine without crankcase compression and of such design as to permit easy assembly, good cooling of all parts, compact and sturdy construction; light weight and equal power in both cylinders.

The scavenging air enters through valve hous ing 68 and is sucked past valve plate 12 as indicated by arrows in Fig. 5. The air next passes through channel 85 and fills the space between the lower piston 31 and the closure 59 during the downward stroke of the piston. During the same time the upper piston 36 has compressed the air between it and the closure 58 because no air can escape past valve plate H which is held closed both by the compression from the upper cylinder and the suction from the lower cylinder working upon valve plate 12. As soon as the upper piston 36 uncovers ports 88 the compressed air will escape and sweep out the combustion gases from As soon as the pistons begin to travel upward again this procedure reverses. The lower piston 31 will now create compression and the upper piston 38 will make suction. These combined forces will move valve plates II and 12 into the opposite position and the lower cylinder will in turn be scavenged. The air intake valve is thus automatic in operation and requires no valve gear. By this method of scavenging no separate air pump is required and no air passes through the crank case thus keeping the oil clean and insuring a longer life of pistons and bearings. The fact that the piston rod 38 only has a straight up and down motion minimizes greatly the wear upon pistons and cylinders. The special piston construction permits the scavenging air to cool the interior of the pistons thus insuring cooler operation. Due to the simplified scavenging system with fewer moving parts less power is required for this purpose and the overall efficiency of the engine is improved.

It is to be understood that the formof my invention, herewith shown and described, is to be taken as a preferred example of the same, and that various changes in the shape, size and arrangement of parts may be resorted to, without departing from the spirit of my invention, or the scope of the subjoined claims. It is obvious to one skilled in the art that my invention may be built with any number of cylinder pairs.

Having thus described my invention, I claim: 1. In a double acting internal combustion engine the combination of a lower cylinder with its head toward the crank shaft; an upper cylinder,

located in line with the lower cylinder but with its head in the opposite direction, said cylinders having a plurality of mounting ears; a piston in each cylinder; a common piston rod connecting the two pistons; a cross pin extending longitudinally to both sides from said piston rod; a crank shaft journalled at one end of said cylinder; a forked connecting rod tying in said cross pin to said crank shaft; a plurality of spacer blocks placed between said two cylinders, said blocks having holes for mounting bolts; a frame structure located on both sides of the lower cylinder; a plurality of mounting bolts whereby said cylinder blocks and spacers may be fastened to the frame; an end-closure closing each of the open ends of the two cylinders, and an automatic pressure operated air intake valve, one side of said valve being connected to the space between the piston and said closure in the upper cylinder, and the other side of the valve being connected to the corresponding space in the lower cylinder.

2. A double acting internal combustion engine comprising two opposed cylinders; a spacer structure located between the adjacent ends of said cylinders; a mounting frame; a plurality of mounting bolts holding said cylinders to the frame; two pistons one in each cylinder; a common piston rod connecting said pistons; a cross pin at the middle of said piston rod extending longitudinally to both sides out through the spacer structure; a crank shaft running longitudinally at one end of the cylinder structure; a forked connecting rod engaging said cross pin to the crank shaft; an automatic pressure and suction operated air intake valve; split end closures surrounding the piston rod and closing the open ends of said cylinders, and pipe connections connecting said air intake valve to ports located in the spaces formed between the pistons and the end closures.

3. A scavenging system for a double acting internal combustion engine, of the character described, comprising a flanged tubular valve structure having an air intake opening on oneside; two inwardly extending radial walls in said valve structure one on each side of said air intake opening; a flanged elbow connected at each end of said valve structure; a bearing formed in each of said elbows; van adjustable stop in each endof said bearings; a valve structure comprising two discs fastened together with a plurality of rods; a valve stem extending from each valve disc and being slidably journalled in said bearings in said elbows; a spring surrounding said valve stems and being located between said valve discs and bearings, compression chambers formed in the cylinders by end closures, substantially as described, said cylinders having channels connecting said compression chambers to scavenging ports in the explosion chambers, and means connecting said valve structure to said compression chambers.

4. A scavenging system for a double acting opposed piston internal combustion engine such as described in claim 3 where said valve discs are of suitable thickness in relation to said inwardly extending radial walls and the spacing between said discs to give proper opening on the suction side while the compression side is closed.

KARL TORJUSSEN. 

